Hull construction for vessels.



B. S. HOUGH.

HULL CONSTRUCTION FOR VESSELS.

APPLICATION FILED NOV. 5, 1908.

922,903 Patented May 25, 1909.

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r: NORRIS PETERS ca., WASHINGTON. o. c.

EDWARD S. HOUGH, OF SAN FRANCISCO, CALIFORNIA.

HULL CONSTRUCTION FOR VESSELS.

Specification of Letters Patent.

Patented May 25, 1909.

Application filed November 5, 1908. Serial No. 461,208.

'70 all whom it may. concern:

Be it known that I, EDWARD S. HoUen, citizen of the United States, residing at the city and county of San Francisco and State of California, have invented new and useful Improvements in Hull Construction for Vessels, of which the following is a specification.

My invention relates to improvements in the construction of the hulls of vessels.

It consists in the employment of a longitudinally vertical central web, with such transverse connections or girders between the central web and sides, as may be found necessary.

It also comprises the combination of parts, and details of construction which will be more fully explained by reference to the accomp anying drawings, in which- Flgure 1 is a vertical section on the line Fig. 2. Fig. 2 is a plan view. Fig. 3 is an enlarged vertical section on the line yy Fig. 1.

The object of this construction is to obtain large hatches, retain longitudinal strength, and still keep within economical limits of cost of material and labor.

The invention is more particularly applicable to vessels carrying freight, where great breadth of beam is necessary, and draft of water limited. It is particularly suitable for timber and similar cargoes, requiring unusually large hatches for economical loading and discharging. It is evident that where the decks are open to such an extent as con templated, there must be unusual methods adopted for compensation. In my invention there is provided a longitudinal trunk, by the use of which a maximum strength is secured with a minimum weight of material.

A is the hull of a vessel. The central web 2 consists of an open built up structure, extending from the tank top of the vessel to the deck. The vessel is also constructed with the usual double bottom and compartments 3. This web extends from end to end or as far as may be found desirable of the length of the vessel. A suitable length is shown in Figs. 1 and 2. The transverse deck beams or connections at 4, unite the sides of the vessel with the central web, and provide for all transverse bracing and strength. This construction leaves long open hatches which are particularly desirable for the rapid loading and unloading of cargo, and especially such cargo as lumber.

furnaces of the vessel.

The central web is also divided longitudinally by partitions as shown at 5, forming what 1. term high and low tanks. These tanks serve to contain freight or fuel oil; and the oil for the latter purpose may be drawn from either of the tanks to supply the it will be understood that these tanks serve to assist in ballasting the ship in connection with the water ballast, which may be carried in the double bottom; thus a high deck load of lumber, or a heavy load in the hold of the ship, will call for dil ferent ballasting, so that the movements of the vessel in the sea-way will be easy and not stiff. With a heavy load in the hold, the oil would be drawn from the lower compartment first, leaving the high compartment as ballast, and the water ballast may be disposed and used in the usual manner.

The novel features of the structure are first, the central, longitudinal web of hollow section which forms a straight back and middle web of the girder, and all hold stanchions may be eliminated. It also forms what may be termed a high ballast tank, either with or without subdivisions, so that high or deep ballast may be carried. Second, it provides great stability when in loaded condition, for as oil is used out of the trunk, the stability of the vessel increases. This is the reverse of the present system where fuel oil is carried in the double bottoms, and as it is used the stability decreases. This construction provides greater strength fore and aft than is possible with other forms.

If the oil tank should leak, or the rivets become loosened, they may be reached and repairs made through the manholes and space between the double bottom if necessary, after the water has been discharged therefrom, while if such repair is necessary in the ordinary double bottomed vessel, it is necessary to dock such vessels in order to submit such bottom to examination and reair.

Large hatches may be used in this device. The double bottom need not be any deeper than is required. by the classification rules for safety. The total weight of the vessel need not exceed that of the usual construc tion. The web forms perfectly smooth sur faces for lumber to be stored against, the stiffness also all being on the inside. By overlapping the ends of the lumber instead of abutting it against transverse bulk-heads, as in the ordinary vessel structure, the load itself, by this interlocking, assists to stiffen the vessel.

These high tanks provide for a free flow of fuel oil to the pumps, instead of being obliged to lift it as in the case of double bottoms, and in hot weather this is especially desirable since these tanks are subjected to the heat which is always generated in lumber under these conditions of transportation; and the temperature of the tanks will be maintained sufficiently high to cause the oil to flow freely; whereas if the oil is carried in the double bottom of vessels, its temperature is maintained substantially that of the surrounding sea, which is very much lower.

This construction provides two complete holds, one on each side of the central web, and the floors will have only one half the span of those without such continuous center support. There is no danger in this construction of the oil being lost, or sea-water leaking into the oil, should the vessel strike bottom, or be in collision.

In order to provide communication between the two holds at all times, passages are made through the central web, as shown at 6, withproper sluice-gates controlling the flow from one side to the other, so that in case of water within the compartments, the water will be transferred so as to maintain the vessel upon an even keel, and thepumps will draw from both sides of the partition, thus maintaining the balance of the ship.

The surfaces of the oil tanks are thus re lieved from weight of the cargo, which often acts in a detrimental manner where doublebottomed tanks are employed.

I do not limit thekdepth of the trunk to terminate at the uppermost of the double bottoms, since it is evident that it may also be extended to the outer shell, and it may also carry water-ballast if desired, and be used either in conjunction with, or independently of the usual ballasting devices.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. A vessel having a pair of longitudinal, parallel, spaced walls inclosing on two sides a chamber the vertical center of which is arranged in the vertical plane of the keel of the vessel, and horizontal floors or partitions subdividing said chamber into superposed compartments.

2. In a vessel of the character described, a longitudinal vertical trunk forming a space for a liquid cargo and ballast, and horizontal subdividing floors or partitions therein.

3. In a vessel of the character described, a longitudinal vertically disposed trunk, forming independent holds upon each side, and a cargo or fuel-carrying space within itself, and sluice-gates extending through said trunk, and connecting the holds.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

EDWARD S. HOUGH.

WVitnesses GEO. H. STRONG, CI-IARLEs EDELMAN. 

